Regulating-valve for air-brake systems



UNITED STATES PATENT OFFICE.

LOUIS J'. H. KRUSE, F FORT WAYNE, INDIANA.

REGULATING-VALVE FOR AIR-BRAKE SYSTEMS.

To all whomit may concern.-

lie it known that I, LOUIS J. H. KRUsE, a citizen of the United States, residing at Fort Wayne, in the county of Allen and State of Indiana, have invented new and useful Improvements in Regulating-Valves for Air- Brake Systems, of which the following is a specification.

The invention relates to regulating valves for air brake systems. and its object is to provide a device which shall positively and accurately regulate the supply or feed of air under pressure to the train line of the system from the main storage reservoir of the system and reduce to a minimum all likelihood of failure of said system to receive the proper operating air.

In the accompanying drawings I have illustrated a simple form of the invention in which Figure 1 is a central longitudinal section ofa. device embodying the invention; Fig. 2 a fractional end view of the same and 3 a central longitudinal section of the lower valve mechanism illustrating the use of a diaphragm instead of a piston.

Referring to the drawings, 1 indicates the body of the device having upper and lower chambers 2 and therein, the opposite open ends of chamber 2 being closed by caps 4 and the opposite open ends of cavity or chamber 3 being closed by caps 5 and 6. i A lining or sleeve 7 of suitable material fits snugly within chamber 2, passageway 8 leading from the chamber through the sleeve and upper wall to port 9 in the upper portion of the body. The main storage reservoir which is supplied with air under pressure by the usual pump on the locomotive or car, is connected by suitable means to body 1 to supply said air to port 9 and to chamber 2. A passageway 10 leads from the bottom of cavity or chamber 2 to the top of chamber 3 and passageway 11 in body 1 leads from pas sageway 10 to port 12 to which the train line is connected. Passageway 12 in body 1 leads from passageway't? to port 14: at the bottom of chamber 3. A portion 2 of chamher 2 is of greater diameter than the remainder of the chamber and passageway 15 in body 1 leadsfrom said portion 2 to port 16 in the bottom of chamber 3.

Piston 17 secured to rod 18 is reciprocable in portion 2 of chamber 2 and packing 19 prevents the passage of air by the piston. Piston 20 having packing 21 and also secured to rod 18 is reciprocable in chamber Specification of Letters Patent.

Patented aun zs, 1921.

Application filed November 4, 1919. Serial No. 335,603.

2 and has less area than piston 17. Pistons 1'7 and 20 are spaced apart and in the intervening space is slide valve 22 supported between collars 23 secured to rod 18. Port 2 1 in the bottom of the valve is adapted to register with passageway 10 and spring retains the valve on its seat. The valve is 1101 low, ports 26 admitting air under pressure from chamber 2 into the same.

Piston 27 secured to red 28 and having suitable packing 29 is .reciprocable in chamher 3. Tension spring 30 opposes'the reciprocation or the piston in one direction, via, to the right,-the tension of the spring being adjusted by nut 31 mounted in the outer end of cap 6. Slide valve 32 seats on sleeve 3 in chamber 3, spring 33serving to maintain the valve on said seat. The valve is supported between collars 3 1 secured to red 23, and groove 35 is formed in the lower surface of the valve and is adapted to connect ports 16 and 1 1 in one position of the valve and ports 16 and'36 in another position of the valve. Port 36 in the wall of chamber 3 and lining or sleeve 3 leads to atmosphere. Vents 38 are formed in the caps behind pistons 20 and 27 to provide for the escape of any air under pressure which maypass around the pistons.

In Fig. 3 I show the use of a'diaphragm 39 secured to rod 28 and held between cap 6 and the end of sleeve 3*. the diaphragm be ing substituted for piston 27 of Fig. 1.

The operation. of the device is as follows:

The. main reservoir air enters chamber 2 through passageway 8, and if valve 32 is in position to vent portion 2 of chamber 2 the air under pressure in chamber 2 forces piston 17 to the left, the piston carrying with it valve 22 and piston 20. The air under pressure passes from chamber 2 through port 2 1 and passageway 10 into chamber 3, since port 24 has been brought into register with passageway 10 by the movement of the valve. The air also passes tothe train line through passageway 1 1. The tension on spring 30 has been adjusted to the maximum pressure required in the train line. The train line pressure builds up until the pressure in chamber 3 (which naturally corre sponds to that in the train line) is suflicient to overcome the tension on spring 30 whereupon piston 29 or diaphragm 39 moves to the right to the position shown in the drawings, the valve 32 being also moved to the right to connect groove 35 in the valve to ports 14 and 16. The air under pressure in ton 23 to the right (the position shown in the drawings) thereby disconnecting chambers 2 and 3, and cutting ofi further communication between the main reservoir and the train line. The communication'between the train line and chamber 3 is not disturbed however and when the pressure in said line becomes insuflicient to, overcome the tension of spring 30, the spring expands to move the piston 27 or diaphragm 39 to. the left to cause the valve to connect ports '16 and 36 and vent portion 2 of. chamber 2, whereupon the air under pressure in chamber 2 is again effective to force piston 17 to the left and again connect chamber 2 to chamber 3 and to the train line, the cycle being repeated continuously as the demands of the :train line require. The air under pressure in the train line is-therefore regulated in its supplyjsothat excessive pressure therein is avoided and the brakes maybe set without jerking.

It should be noted that in the drawings valve 33 is shown in its position before spring 30has moved it to the left to reset the device. 1 7

What I claim is: V a l. A regulating valvefor air brake systems comprising two communicating chambers, a slide valve to control the said communication, means within one of the chamhere for actuating the valve, said chamber having two communications. with the main reservoir of the system for supplying air under pressure to thechamber for operating said means in'opposite directions, a slide valve within the other chamber for controlling one of the communications between the first named chamber and the main reservoir,

and means within said other chamber re sponsive to the pressure of the airin the train line of. the system for actuatingthe latter valve.

2. A regulating valve for air brake systems comprising a chamber having communication with the train line of the system, a second chamber having communication with the first chamber, a slide valve within the first chamber to control both of said com-. munications, two connected pistons of unequal area within the first chamber and adapted to. reciprocate the slide valve, two passageways between the main reservoir of the system and the first chamber for supplying air under pressure to opposite sides of one of the pistons, a valve in the second chamber to control one of the said passageways and means within the second chamber to reciprocate the latter valve, said means being responsive to variations in the pressure of the air in the train line.

3. In an air brake system having a main reservoir and a train line, the combination of a chamber having communication with the train line, a second chamber having commnnication with the first chamber, a slide valve within the first chamber to control both said communications, two connected pistons of unequal area reciprocably mounted in the first chamber and adapted to reciprocate the slide valve, the first chamber having two passageways connected to the main reservolr for supplying a1r under pressure to-opposite sides of the piston having the larger area, a slide valve within the second chamber to control one of saidpassageways and reciprocating means within the second chamber to actuate the latter slide valve, said means being responsive to variations'in thepressure otthe air in the train line. '7 i j V v 4. In an air brake system having a main reservoir and a train line, the combination of a chamber, two connected pistons of unequal area within the chamber, a duct connecting the main reservoir to the portion of the chamber between said pistons, a second chamber, a duct connecting the two chambers, a slide valve within the first chamber to control the latter duct, a duct connecting the train line to the last named duct, a secondduct connecting the main res- 'ervoir to the portion of the first chamber on the opposite or outer side of the piston having theilarger area, a duct leading to at mosphere, a slide valve within the second chamber adapted to alternately connect the portion of the first chamber on the outer side of the larger piston to atmosphere and to the main reservoir. and"reciprocating means within the second chamber to actuate the latter slide valve, adapted to be reciprocated in one direction by air under pressure entering the second chamber from the first chamber and an adjustable tension spring to reciprocate the said means in the opposite direction. 7

It witness whereof I have hereunto subscribed my name this 27th day of October,

' V LOUIS J. H. KRUSE. 

